Carbureter for hydrocarbon-motors.



E. E. WINKLEY & F. v. HART. CARBURETER FOR HYDROCARBON MOTORS.

APPLICATIONIILED NOV. 24, I902- 1 1%5985%m Patented July 6, 1915.

I N v E N TO R ERASTUS E. 'WINKLEY AND FRED V. HART, F LYNN, MASSACHUSETTS, ASSIGNORS, BY MESNE ASSIGNMENTS, T0 WINKLEY ENGINEERING COMPANY, OF KITTERY,

MAINE, A CORPORATION OF MAINE.

CARBUBETER FOR HYDROCARBON-MOTORS.

Application filed November 24, 1902.

To all whom it may concern:

Be it known that we, ERAsTUs E. WINK- LEY and FRED V. HART, citizens of the United States, residing at Lynn, in the county of Essex and State of Massachusetts,

have invented certain new and useful limprovements in Carburetors for Hydrocarbon-Motors, and we do hereby declare the following to be a full, clear, and exact description of the invention, such as Will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to carbureters for hydrocarbon motors.

()ne object of the present invention is to provide a carburetor of the above class with a movable deflector for directing onto the vaporizing surface, to a greater or less eX- tent, the air passing through the carburetor,

Another object is to provide a carburetor of the above class with means whercby,when the volume or quantity of air passing through the carbureter is diminished the velocity of such air as it passes over the vaporizing surface shall not be decreased.

lVith these and other objects in view, apparent to those sliilled in the art, the present invention consists in the devices and combinations of devices hereinafter described and claimed.

The rate of evaporation or vaporization 1 of a hydrocarbon or other liquid fuel is dependent upon, among" other things, the quanna -oi volumd'of air bronght 'intoactual contact'therewithg-and the preserit i'nvention we h aveprovided" a movable deflecto-r for dire 'cti onto the vaporizing surface bf the carbin'etei" to af-greaterfor less extenttlie air which "passes the rethrongli "thiis i con- 40 trollingtherate or evaporization' and "con- "seqnently the quality of thehiintnre. More- 'over, the rate ot evaporization depends also 7 upon the 7 velocity of the p assing' over the surface the gasolene, and in many devices of the prior art" a reduction in the" quantity of air "passing through "t1 earbureter'piol lowing the i closingto 1 air, eater io'r lesser- 1 tent =01? "a fthrottl or in" some other ann r, necessarily causes a reduction the velocity ot-the air passing; over-"the vapori g surface and consequently alteration nthe duality P of tlie ini zfit ure. ificc ohding (to the 5 present -inven tion the throttle or other "con- "tr'olling means is located in such closepro-X- Specification of Letters Patent.

or other fuel, this air passing from the crank-cases through the outlet port 9 and Patented July 6, 119115.

Serial No. 132,519.

imity to the vaporizing surface that, although the air passing through the carbureter may be considerably reduced in quantity, it will not be reduced in velocity as it passes over the vaporizing surface.

In the illustrated embodiment of the present invention, we have shown our improved ca-rbureter as applied to a hydrocarbon motor of the two-cycle type, only a sufiicient portion of the motor being shown fora clear understanding of the construction and mode of operation of the carbureter.

In the drawings Figure 1 represents in vertical section our improved carbureter attached to the cylinder wall of a two-cycle hydro-carbon motor. In Fig. 2 the carbureter is shown detached in front elevation, while Figs. 3 and i are horizontal sectional views on line 3-3, Fig. 1, and line l-4:, Fig. 2, respectively.

The piston 5 of the motor is mounted to reciprocate within the cylinder 6 and is arranged to uncover the inlet port 7 at or near the end of its downward or expansion stroke to permit a fresh charge to enter the cylinder. As is the common practice withthis type of motor the expansion stroke of the piston is utilized to compresswithin the crank-case the air which is to be supplied to the cylinder with the vaporized gasolene "a i r'p a s sagem 'to the arbureter an thence through" an gas as neon 111a iron 7 of the cylinder? These passages Kareemveijiie tly fornied 'in'asingle casting seen some cylinder and c ra portionj18of which 18 cylindrical as sl gasolenesupply and means for the same, a'gasolene valve actuated by the air passing through the carbureter and a combined throttle and deflector for regulating the quantity or volume of air and for directing it to a greater or less extent upon the vaporizing surface.

The vaporizing chamber 20 is located in the lower portion 14 of the carbureter and is formed with a depressed or sunken bottom 21 designed to retain any temporary excess of gasolene supplied to the carbureter and prevent its passing down the air passage 10 into the-crank case 8 of the motor. At each draftofairthrough the carbureter some, if not all, of the gasolene in the depressed bottom 21 is vaporized, although evaporation occurs tosome extent from other parts of the vaporizing chamber, especially from the side and bottom of theshelf 22. The gasolene is supplied by gravity from some suitable source through a pipe 23 and its flow is regulated by a needle valve 24 actuated by the hand wheel 25. A stufling box 26 of the ordinary type prevents the leakage of gasolene around the stem of the valve. A'short verticalpassage 27 is "provided through which the gasolene passing to the valve 24 .is-deli'vere'd to the vaporizing chamber 20. At the upper end of this passage is a seat for. the valve 28 which normally closes the passage and prevents the escape of gasolene. When, however, this valve is raised in a manner shortly to be described, gasolene flows from the passage 27 onto the shelf 22 and over the edge, dripping onto the depressedbottom of the vaporizing chamber. The gaseous mixture passes from the vaporizing chamber 20 through a port 29 to a chamber 30 located in the upper portion 13 of the carbureter and thence through the outlet port 19 and passage 11 into the cylinderof the motor. The port 29 between the ;two chambers is normally closed by the flange or valve 31 upon the stem 32 of the valve 28 making a sliding fit with said port. The valve 28 in its movements toward and from the valve seat is guided by the four guides 34 for the valve 31, being assisted by the disk 35 on the upper end of thevalve stem 32 whlch slides in a cylindrical guideway 36 in the top of the chamber 30. A

screw plug or cap 37 closing the top of the carbureter may be removed when necessary for the purpose of inspection or repair.

The valve 28 operates as follows :Normally the parts occupy the positions shown in Fig. 1, but the instant the inlet port 7 is uncovered by the piston 5 at or near the end of its expansion stroke, the air compressed in the crank case 8 by such stroke of, the piston raises the valve 31 and with it the valve 28. A considerable lift for valve 31 is not required as the gas can pass freely from beneath the valve in all directions save where the guides 34 are located. The raising of limited to the old and well-known features in our improved carbureter and we willnow describe the new features thereof.

Rotatably mounted in bearings in the carbureter casting near the base 15 is the stud or shaft 38 upon which is fixedly secured by means of a set screw 39 the hub 40. A web 41 rising from the middle of this hub carries the curved face 42 which has a sliding fit between the side walls of the chamber 20. A handle 43 fixed upon the end of the shaft 38 affords convenient means for turning the shaft to adjust the curved face 42 to any desired position. A coiled spring 44 engaging at one end the collar or shoulder 15 upon the. shaft 38 and at the other the screw plug 46 acts as a friction device for holding the shaft and curved face in the desired position.

The operation of our improved carbureter gasolene supply is properly regulated and the motor is operating under normal conditions, the gasolene supplied to the vaporizing chamber is evaporated as fast as it is supplied, and the gradual collection of a considerable quantity of gasolene in the depressed bottom 21 of the vaporizing chamber cannot occur. When it is desired to reduce the speed of the motor, the face 42 is turned down into, say, the position shown in dotted outline, Fig. 1. The reduction in the size of the air passage throttles the air and allows a smaller quantity to pass through the carbureter, although its velocity as it passes over the gasolene on the bottom 21 of the vaporizing chamber is not diminished. Moreover it is directed downward onto the gasolene to a greater degree. The evaporating or vaporizing power of the air will therefore be increased and to such an extent that the air although diminished in quantity will, nevertheless, vaporize the excess of gasolene supplied and flooding of the carbureter and crank-case will be impossible. A reduction in the speed of the motor will at once follow a partial closing of the throttle, partially on account of the decrease in the volume of the charge and partially on account of the increase in the richness thereof. If the motor is to run but a short time at the reduced speed, the gasolene valve need not be readjusted, but if for a considerable time we prefer to diminish the supply of gasolene so that a waste of fuel shall be avoided.

, Although in the illustrated embodiment of our invention we have shown the deflector and throttle as combined in a single device, our invention is not limited thereto as in its broader aspects it contemplates a movable deflector for directing onto the vaporizing surface to a greater or less extent the air passing through the carbureter. It also contemplates broadly a throttle for diminishing the quantity of air passing through the earbureter without reducing its velocity as it passes over the vaporizing surface. Either of these features are valuable and may be used without the other, although we prefer to employ the two in combination as shown in the accompanying drawings.

Having thus described our invention, we claim as new and desire to secure by Letters Patent of the United States.

1. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with an imperforate bottom and with a fuel discharge orifice, means for supplying fuel to the orifice, an air port, and devices normally held in fixed position and adjustable by the operator to deflect the air against the bottom of the chamber to vaporize any excess of unvaporized fuel on the chamber bottom, substantially as described.

2. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with a depression-to collect and retain any excess of un vaporized 1 fuel 4 andwith a a fuel disclia'rge orifice located above; the 'depressidn, means for-supplying fuel-to; theorifice an airport,

and-"devices: normally li'eld in' fixed position and adjustable by the operatorto defiectlthe air into: r the l depression to vaporize any excess of unaporized' fuel 'collected therein, substantial-ljuas described, a

3. A' calrbiiireter, havin w i combination, a chamber normally free from excess of unvaporized fuel and. provided witlr a" depressed bottom to collect aird retain -any excess of unvaporizech fuel ahd witha fuel di charge orifice, means for supplying fuel to mally held in fixed position and adjustable by the operator to deflect the air into the de pressed bottom to vaporize any excess of unvaporized fuel collected therein, substan tially as described.

4. A carbureter, having, in combination, a chamber normally free from excess of unare'a of I the passa scribed &

vaporized fuel and provided with an imperforate bottom and with a fuel discharge onfice, means for supplying fuel to the orifice, an air port, and devices independent of the fuel supplying means and adjustable by the operator to deflect the air against the bottom of the chamber to vaporize any excess of unvaporized fuel on the chamber bottom, substantially as described.

5. A carbureter, having, in combination, a. chamber normally freefrom excess of unvaporized fuel and provided with a depressed bottom to collect and retain any excess of unvaporized fuel and with a fuel discharge orifice, means for supplying fuel to the orifice, an air port, and devices independent of the fuel supplying means and adjustable by the operator to deflect the air into the depressed bottom to vaporize any excess of unvaporized fuel collected therein, substantially as described.

6. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with a depressed bottom to collect and retain any excess of unvaporized fuel and with a fuel discharge orifice, means for supplying fuel to the orifice, means for supplying air to the chamber, and a deflector located adjacent the depressed bottom and normally held in fixed position to deflect the air into the depressed bottom to vaporize any excess of unvaporized fuel collected therein, substantially as described.

7. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with a depressed bottom to collect and retain any excess of unvaporized fuel and with a fuel discharge orifice, means for supplying fuel to the orifice, means for supplying air to the chamber, and a deflector located adjacent the depressed bottom and indepcndei'it of i the fuel supplying 5 means to deflect "the therein;substantially as described.

A carbureter, having,"iircombination, a' chamber provided} with ,a depressed bottom-and with fuel discharge erific means for supplying 'fuel t'o the jori'fice, ah; air passage over the depressed bottom,- and means movable *from" "the top of said passage to ward the bottom to a p'josition 'torestrictthe 9. A. carbureter, having, in combination,

an air inlet portfa "ga's outle't'port, a transvers'eair passage located between the ports and provided with a depressed bottom to re tain unvaporized fuel, means for sup )lying fuel to the carbureter, and movable devices located in the transverse air passage adjacent the depressed bottom and extending downwardly from the top of the passage totrolling the amount of Wardthe bottom for restricting the area of the passage, substantially as described.

10. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with a depression to retain any excess of unvaporized fuel and with a fuel discharge orifice located above the depression, means for supplying fuel to the orifice, and means nor mally held in fixed position and adjustable by the operator to reduce the quantity of air suppliedwithout reducing its velocity over the depression, substantially as described.

11. A carbureter having, in combination a vaporizing chamber provided with a va porizing surface, means for supplying fuel thereto, an air actuated fuel valve, and means operating independently of said valve for restricting the vaporizing chamber adjacent the vaporizing surface, substantially as described. I

12. A carbureter having, in combination, means including an air actuated fuel valve for supplying fuel thereto, an air port for supplying air thereto, and a throttle for conmixture supplied by the carbureter, said throttle being located between the air port and the air actuated fuel valve, and distant from said valve so that the velocity of the air passing said valve will be progressively reduced the more said throttle is closed, substantially as described.

13. A carbureter having, in combination, a vaporizing surface, means for supplyin fuel thereto including a fuel valve actuated by the air passing through the carbureter, and means adjacent the vaporizing surface and normally held in fixed position for reducing the amount and velocity of the air passing the fuel valve without reducing the velocity of said air as it passes the vaporiz ing surface, substantially as described.

14. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with an imperforate bottom and with a fuel discharge orifice, means for supplying fuel to the orifice,'an air passage over the imperforate bottom, and means located in the passage adjacent the bottom normally held in fixed position and adjustable by the operator for closing the upper portion of the passage, sub stantially as described.

15. A carbureter, having, in combination, a chamber normally free from excess of Copies unvaporized fuel and provided with a depression to collect and retain any excess of unvaporized fuel and with a fuel discharge orifice located above the depression, means for supplying fuel to the orifice, means for supplying air to the chamber, a pivoted member normally held in fixed position for controlling the air supply, and means for adjusting the position of the member so that the velocity of the air passing over the depression is not substantially reduced when the member is adjusted to reduce the air supply, substantially as described.

16. A carbureter, having, in combination, a vaporizing chamber provided with a depressed bottom, means for supplying fuel to said chamber, an air passage over the depressed bottom, and a pivoted deflector adapted to project downwardly from the top of said air passage with its lower edge adjacent the bottom of the depression, sub stantially as described.

17. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with a depression to collect and retain any excess of unvaporized fuel and with a fuel discharge orifice, means for supplying fuel to the orifice, a gas outlet port, and means independent of the fuel supplying means for increasing the velocity of the air passing over the depression to vaporize the fuel collected therein when the velocity of the gas passing through the outlet port is reduced, substantially as described.

18. A carbureter, having, in combination, a chamber normally free from excess of unvaporized fuel and provided with a depressed bottom to collect and retain any excess of unvaporized fuel and with a fuel discharge orifice, means for supplying fuel to the orifice, an air port, and means located between the orifice and the port for reducing the amount of air supplied through the port and for deflecting the air into the de pressed bottom to vaporize any excess of unvaporized fuel collected therein. substantially as described.

In testimony whereof we aflix our signatures, in presence of two witnesses.

ERASTUS E. WVINKLEY. FRED V. HART.

Witnesses:

HORACE VAN Evnnnn, ALFRED H. HILDRETH.

Commissioner of Patents,

Washington, D. G. 

